EP3458293B1 - Verfahren zur steuerung des an einem hybridfahrzeug während des gangwechsels verfügbaren drehmoments - Google Patents

Verfahren zur steuerung des an einem hybridfahrzeug während des gangwechsels verfügbaren drehmoments Download PDF

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Publication number
EP3458293B1
EP3458293B1 EP17715515.7A EP17715515A EP3458293B1 EP 3458293 B1 EP3458293 B1 EP 3458293B1 EP 17715515 A EP17715515 A EP 17715515A EP 3458293 B1 EP3458293 B1 EP 3458293B1
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EP
European Patent Office
Prior art keywords
torque
combustion engine
electric machine
hsg
input shaft
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Application number
EP17715515.7A
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English (en)
French (fr)
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EP3458293A1 (de
Inventor
Ludovic MERIENNE
Ahmed Ketfi-Cherif
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Renault SAS
Nissan Motor Co Ltd
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Renault SAS
Nissan Motor Co Ltd
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Publication of EP3458293A1 publication Critical patent/EP3458293A1/de
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/442—Series-parallel switching type
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    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
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    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present invention relates to the control of the torque available on a hybrid vehicle during gear changes.
  • a method for controlling the torque available during gear changes of a powertrain comprising a heat engine connected to a first gearbox input shaft which can transmit its torque to the wheels in different transmission ratios, a first electric machine connected to a second input shaft thereof, and a second electric machine connected alternately to the first or second input shaft of the gearbox.
  • WO 2014/207332 describes a hybrid transmission of this type, having several electric, thermal and hybrid ratios, where the torques of the thermal engine and at least one electric machine are added towards the wheels.
  • the torque of thermal origin is transmitted to the wheels on a "thermal" transmission ratio, and that of the torque of the main electric machine on an "electric" ratio.
  • the torque of the thermal engine is interrupted.
  • the torque of the main electric machine is then controlled to synchronize the thermal engine on its new ratio, while providing torque to the wheel.
  • the document FR 2 847 638 A1 discloses a hybrid transmission in which, during torque break phases due to a gear change, the two electric machines operate in "series" mode.
  • the electrical architecture of the vehicle limits its contribution during thermal gear changes. If the interruption of the thermal torque is poorly compensated, the driver and passengers of the vehicle feel these changes, like those of a robotized gearbox with torque break.
  • the present invention aims to increase the torque available during thermal transmission gear changes, particularly at high speed, in order to smooth out their “power hole”, without any particular adaptation of the components or the electrical architecture of the vehicle.
  • Gearbox 1 of the figure 1 is for example of the "robotic” type, that is to say that its operation is that of a manual gearbox, but that the gear changes are automated.
  • the diagram shows an electric machine, called HSG (for high voltage alternator-starter) 2, a thermal engine 3 on a solid primary shaft 4.
  • Another electric machine 5 called ME, more powerful than the first, is mounted on a hollow primary shaft 6.
  • the secondary shaft of the gearbox 7 is connected to the differential (not shown), then to the wheels of the vehicle.
  • the first dog clutch 8 located on the secondary shaft 7 makes it possible to modify the ratio of the electric machine ME 5, independently of the rest of the gearbox, to have two electric ratios EV1 and EV2.
  • the second dog clutch 9, located on the solid primary shaft 4 makes it possible to modify the ratio of the heat engine 3 independently of the electric ratios, to establish two thermal ratios Th2 and Th4, independently of the electric ratio.
  • the third dog clutch 11, located on the transfer shaft 10, makes it possible to establish a third thermal ratio Th3, when it moves to the right in the diagram. It is possible to choose independently at any time, the desired ratio on the first electric machine ME and that desired on the heat engine group Mth and the second electric machine HSG 2.
  • the combinations of the thermal ratios and the electric ratios make it possible to produce hybrid ratios, denoted HEVxy, where x denotes the ratio of the heat engine, and y the ratio of the ME.
  • the gear change curves of the box are grouped on the figure 2 .
  • Box 1 allows two electric ratios ZE1 and ZE2 to be established, and four hybrid ratios Hyb21, Hyb22, Hyb32, Hyb42, depending on the "thermal ratio” and the "electric ratio”.
  • the curves plot the maximum achievable efforts (wheel force in Newton) on the electric and hybrid ratios depending on the speed.
  • the target ratio is always (whatever the travel speed) a ZEV electric ratio, since this ratio can meet the driver's torque request.
  • the engaged ratio becomes the longest hybrid ratio, allowing the request to be met.
  • the requested ratios can be distributed on a graph, like that of the figure 3 .
  • This figure allows us to identify the gear changes that may occur during a typical drive. For example, we see that when accelerating at full throttle, we go from HEV22 to HEV32 at around 125 km/h. For this change, the second thermal gear must be disconnected from the transmission to be synchronized with the new thermal gear. With a battery voltage of 270 V, the first ME machine can provide, for example, a power of 35 kW.
  • the second HSG machine can provide a power of 25 kW, while the Mth thermal engine provides 70 kW.
  • the overall power supplied by the gearbox to the wheel before the change is then 105 kW.
  • the gearbox provides approximately the same power (except for the variation in the power of the thermal engine).
  • the thermal engine and HSG assembly is disconnected from the wheels. Only the ME then provides power to the wheel, i.e. 35 kW.
  • the GMP Powertrain
  • the GMP thus suffers from a " power hole " during this gear change.
  • the power absorbed by the vehicle's aerodynamics is around 25 kW.
  • the power available for acceleration actually drops from 80 kW to 10 kW during the change.
  • Such a drop in acceleration (of 87%), gives the driver the impression that his vehicle is no longer accelerating, despite the torque provided by the electric machine.
  • main ME Its feel is that of a vehicle equipped with a robotized gearbox with torque break.
  • the battery 12 of the vehicle is shown, connected by two relays 13a 13b to the inverters 14, 16 of the two electrical machines, mounted in parallel on the electrical network, with an inverter capacity 17.
  • the proposed solution consists in increasing the power supplied by the first main electrical machine ME during the gear changes of the thermal engine (Mth), by operating the second electrical machine (HSG) in regenerative mode. All the electrical power of the latter is then transmitted to the first, which uses it to compensate for the reduction in torque at the wheel caused by the temporary decoupling of the thermal engine.
  • the supply voltage of the inverters is increased for this purpose.
  • a 450V supply instead of an average voltage of 200V allows the ME to supply approximately 70kW and the HSG to supply approximately 50kW, using the usual components of the electrical network.
  • the supply voltage of the inverters is therefore increased to increase the power achievable by the two electrical machines during the gear change.
  • the first electrical machine (ME) thus supplies the wheel with all the power transmitted to it by the second electrical machine (HSG).
  • the decoupling of the thermal engine is done by disengaging a pinion from its input shaft. Its coupling to a new gear is done by dog-engaging a new pinion on its input shaft.
  • the torque of the second HSG electric machine is canceled more quickly than that of the first, to decrease the voltage of the inverters capacity.
  • the input shaft 4 linked to the heat engine is synchronized to the target ratio by controlling the torque of the heat engine (Mth), before coupling the heat engine to its input shaft on the new ratio.
  • Mth the torque of the heat engine
  • the coupling of the heat engine is followed by an increase in torque up to its maximum power.
  • the gearbox 1 adopts a series hybrid type operation, where the first electric machine ME can supply to the wheel exactly the power that the HSG supplies to the high-voltage network.
  • the thermal engine maintains the speed of the HSG.
  • the relays 13a, 13b of the battery 12 are open during the gear change. Their opening makes it possible to increase the voltage on the network in a simple way, preventing the battery from absorbing all the power supplied by the HSG. Disconnecting the battery thus makes it possible to increase the powers achievable during the change.
  • FIG. 5 illustrates the evolution of the powers of each component, ME power, HSG power, Mth power and wheel power, during the shift, with the evolution of the thermal engine speed and the corresponding HT (High Voltage) network voltage from stage 1 to 10.
  • HT High Voltage
  • the power loss during gear change is only 20kW (difference between the maximum power of the Mth equal to 70kW).
  • the minimum power during gear change is equal to 50kW.
  • the invention results in a transient increase in the voltage of the high voltage (HV) network during gear changes.
  • HV high voltage

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Claims (7)

  1. Verfahren zur Steuerung des Drehmoments, das während der Gangwechsel eines Antriebsstrangs verfügbar ist, welcher aus einem Verbrennungsmotor (Mth), der mit einer ersten Eingangswelle (4) eines Schaltgetriebes verbunden ist und sein Drehmoment mit unterschiedlichen Übersetzungsverhältnissen auf die Räder übertragen kann, einer ersten elektrischen Maschine (ME), die mit einer zweiten Eingangswelle (6) desselben verbunden ist, und einer zweiten elektrischen Maschine (HSG), die mit der ersten Eingangswelle des Getriebes verbunden ist, besteht,
    wobei die zweite elektrische Maschine (HSG) während der Gangwechsel des Verbrennungsmotors (Mth) in einen Regenerativmodus übergeht, bevor der Verbrennungsmotor entkoppelt wird, um ihre gesamte elektrische Leistung zu der ersten elektrischen Maschine (ME) zu übertragen, die diese dazu nutzt, die Drehmomentverringerung an dem angetriebenen Rad aufgrund der vorübergehenden Entkopplung des Verbrennungsmotors zu kompensieren, und wobei das Verfahren vor dem Entkoppeln des Verbrennungsmotors und seiner Eingangswelle (4) die folgenden Schritte umfasst:
    - Aufheben der Drehmomente der zwei elektrischen Maschinen (ME), (HSG),
    - Übergang der zweiten elektrischen Maschine in einen Energierückgewinnungsmodus,
    - Verringerung des Drehmoments des Verbrennungsmotors bis zu dem Gleichgewicht zwischen seiner eigenen Leistung und der durch die zweite elektrische Maschine zurückgewonnenen Leistung,
    dadurch gekennzeichnet, dass das Verfahren vor dem Entkoppeln des Verbrennungsmotors und seiner Eingangswelle (4) ferner die folgenden Schritte umfasst:
    - Erhöhen der Versorgungsspannung der Wechselrichter, um die während des Gangwechsels durch die zwei elektrischen Maschinen bereitgestellte Leistung zu erhöhen, und
    - Öffnen der Relais (13a, 13b) der Batterie (12).
  2. Verfahren zur Drehmomentsteuerung nach Anspruch 1, dadurch gekennzeichnet, dass die erste elektrische Maschine (ME) dem Rad die Leistung bereitstellt, die ihr die zweite elektrische Maschine (HSG) bereitstellt.
  3. Steuerungsverfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass das Drehmoment der zweiten elektrischen Maschine (HSG) schneller aufgehoben wird als das der ersten (ME), um die Spannung des Kondensators der Wechselrichter zu verringern.
  4. Steuerungsverfahren nach einem der vorhergehenden Ansprüche, dadurch gekennzeichnet, dass die Entkopplung des Verbrennungsmotors durch das Auskuppeln eines Ritzels von seiner Eingangswelle (4) erfolgt.
  5. Verfahren zur Steuerung des Drehmoments nach Anspruch 1 oder 2, dadurch gekennzeichnet, dass die mit dem Verbrennungsmotor verbundene Eingangswelle nach ihrer Entkopplung auf den angestrebten Gang synchronisiert wird, indem das Drehmoment des Verbrennungsmotors (Mth) angesteuert wird.
  6. Verfahren zur Drehmomentsteuerung nach Anspruch 3, dadurch gekennzeichnet, dass die Kopplung des Verbrennungsmotors auf seinen neuen Gang durch die Kupplung eines neuen Ritzels mit seiner Eingangswelle (4) erfolgt.
  7. Verfahren zur Steuerung des Drehmoments nach Anspruch 5 oder 6, dadurch gekennzeichnet, dass auf die Kopplung des Verbrennungsmotors eine Drehmomenterhöhung (Mth) bis auf seine maximale Leistung erfolgt.
EP17715515.7A 2016-05-20 2017-03-06 Verfahren zur steuerung des an einem hybridfahrzeug während des gangwechsels verfügbaren drehmoments Active EP3458293B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1654522A FR3051419B1 (fr) 2016-05-20 2016-05-20 Procede de controle du couple disponible sur un vehicule hybride pendant les passages de vitesses
PCT/FR2017/050494 WO2017198913A1 (fr) 2016-05-20 2017-03-06 Procede de controle du couple disponible sur un vehicule hybride pendant les passages de vitesses

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EP3458293B1 true EP3458293B1 (de) 2024-12-25

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KR (2) KR20190009762A (de)
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BR (1) BR112018073766A2 (de)
CA (1) CA3024921A1 (de)
FR (1) FR3051419B1 (de)
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FR3053299B1 (fr) * 2016-06-30 2019-08-02 Renault S.A.S Procede et dispositif de controle de la puissance disponible sur une chaine de traction electrique d'un groupe motopropulseur hybride
US10780770B2 (en) * 2018-10-05 2020-09-22 Polaris Industries Inc. Hybrid utility vehicle
FR3099115B1 (fr) * 2019-07-22 2021-06-18 Renault Sas Procédé de commande, lors des passages de vitesses, des réseaux d’alimentation électrique d’un véhicule hybride équipé d’une boite de vitesse robotisée.
FR3110127B1 (fr) 2020-05-13 2022-06-24 Renault Sas Procédé de gestion de l’énergie pour un véhicule automobile hybride
KR102890897B1 (ko) * 2020-10-12 2025-11-27 현대자동차주식회사 하이브리드 자동차 및 그 제어 방법
JP7582022B2 (ja) * 2021-03-31 2024-11-13 株式会社アイシン 車両用駆動装置
FR3156405B1 (fr) * 2023-12-07 2025-10-31 Ampere Sas Procédé et dispositif de gestion du fonctionnement d’un moteur thermique d’un véhicule automobile hybride équipé d’une boite de vitesses à crabots
FR3156402B1 (fr) * 2023-12-07 2025-10-31 Ampere Sas Procédé et dispositif de gestion du fonctionnement d’un moteur thermique d’un véhicule automobile hybride équipé d’une boite de vitesses à crabots

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CA3024921A1 (en) 2017-11-23
KR102444255B1 (ko) 2022-09-16
RU2018144581A (ru) 2020-06-22
MX2018013954A (es) 2019-03-21
CN109996696B (zh) 2023-01-17
JP7090556B2 (ja) 2022-06-24
KR20210130855A (ko) 2021-11-01
CN109996696A (zh) 2019-07-09
JP2019518647A (ja) 2019-07-04
FR3051419A1 (fr) 2017-11-24
FR3051419B1 (fr) 2021-07-30
US20190315336A1 (en) 2019-10-17
KR20190009762A (ko) 2019-01-29
BR112018073766A2 (pt) 2019-02-26
MA45345A (fr) 2019-03-27
EP3458293A1 (de) 2019-03-27

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